Automatic electrically-operated derail



July 1, 1930. P. H. cRAGO AUTOMATIC ELECTRICALLY OPERATED DERAIL 3 Sheets-Sheet 1 Filed Dec. 21, I925 lOa.

m 1 w a 6, i & m. j 1 Z a a 5 N YT=IT v w 6 c r 4 r. U m m 5 o 6, v m u 6 a H l M K xLl l a h M 9 8 v w O ll w b 1 d h .d s a 1L 9 w b 8 w a 8 9 3 b 5 4 n x Q a 6 L w l PM A W lNl/ENTOR QTTOENE Y July 1, 1930. P. H. CRAGO 1,768,663

I AUTOMATIC ELECTRICALLY OPERATED DERAIL Filed Dec. 21, 1925 3 Sheets-Sheet 2 FIG 2 nvmvrmQFm N. A 7,

' HTTnz/vEY July 1, 1930.

P. H. CRAGO AUTOMATIC ELECTRICALLY OPERATED DERAIL Filed Dec. 21, 1925 5 Sheets-Sheet 3 a A a INVENTOR. F 72.; 7+. 64

wungm ATTORNEY Patented July 1, 1930 SNETEQ stares messes "Parent orrics I .rAtiL H." cru se, or WILKINSBURG, PENNSYLVANIA, VASSIGNOR T CHEATHAM nnnormc SWITCHING DEVICE 00.,021 LOUISVILLE, KENTUCKY A TOMATIC LEoTRIcALLY-orEne'rED DERAIL Applicationfiled December 21, 1925. serial No. 76,769.

which to accomplishthe operation of the de-,

rail mechanism. This operation is accomphshed' 1n the systemhereinafter more fully described.

For a more detailed description of my invention, reference is madeto the accompanya ing drawings forming a part hereof, in j v V i Figure 1 is a-circuit diagram representative of my-"improvedsyste'm and adiagrammatic plan "view illustrating the relative position of the tracks, switch points, and switch point operating device.

Fig. 2 is a side elevation of thedelayed-l release, quick acting magnetic blowout relay employed in this system, shown partially in cross section. I

Fig. 3 is a front elevation of Fig; 2.

Figwli's a side elevation of therelayema ployed to produce thedefinite time-periodre quired before operating the details "to the straight line positionp. 1 v V Fig. 5 is afrontelevation'of-Fig. 4. Fig. 6 is a top view of'Figs. ijand 5, along My invention is intended use with vehicles which are operatedby means of'an overhead trolley wheel or currentcol lector, although it ay be operated by'vehicles in which c'urrent'is'su-pplied thereto by other methods. The controlsystem consists essentially of'a'plurality of trolley con i tactors'mountedon a trolley'wir'e, an elec-' tric track swltch' mechanism for operating the derail switch jpoin'ts'to the reverse vor closed position, and later'for restoring them to the; normal or :open position, and an automatic relay controldevice operated from the transient impulses of the trolley contactor circuit which, aftera predetermined time, affect an operation of the derail mech anism to the closed" or reverse position. The

trolley contactors.for'controlling theiderail contactor has the same function as the cons tactor placed in the rear of the derail;

starting speeds through dangerous sections,

fof flexible contacts, so arranged and disposed that it'will osclllate for a predetermlned time when the relay becomes deenerglzed, before control device, are of a suitable type mounted on thetrolley Wire, one being in advance. and one'in the rear of the derail, the contactor in advance controlling the closed or reverse position of the derail, while the contactorin the rear is employed to control the normal or open position ofthe derail. Another conf tactor, placed in advance of the contactor controlling the reverse vderail position, is

often highly desirable in operation. This I A time element device is incorporated in I the control, co-operating with the circuit controlling the derail mechanism to the closed or reverse position. The time period of this time element control bei'ngof such magnitude that a "car approaching the' derail and passing under the contactor in advance of the-derail, must come'to" an "absolute stop and wait a reverse position"; the advantage of suchan arrangement'beingthat a'car will always be compelled to opera-teat low spe-eds, namely,.

such as steam road intersections, highway intersections, hills, curves, and et cetera'.

-- The time element control consists of afnornally energized retarded release relay T and anormally energized vibrating reed type so time element'relay The 'vibrating'relay is! equipped with arig id armature carrying. contact,;and a secondary flexible member carrying weights, and'also controlling a'pair the flexiblemember will be brought into continuous contact'engagement.

' In Fig. l the letter- 4: representsa trolley 9o wireor conductor Positioned adjacent the trolley conductor, are-trolley contactors 5 3 and 5, provided with flexible conta'ctstrips which are parallel and insulated from the trolleyconductor. Each of the flexible contact strips beingso arranged and disposed that they will be electrically c'onnectedto the U trolley conductor when the current collector P engages themrespectively. i

70 short interval before 'the derail closes to the I also employ an electrically operated track .100

switch mechanism provided with two solenoids TR- and TN, each having a connection to the ground through the common c011- ductor 2.

The solenoids are provided with a reciproeating plunger which is drawn inwardly when the solenoid TN is energized, and outwardly when the solenoid TB is energized. The plunger is connected to the switch point bylmeansof a connecting link.

I also employ an electrically operated, normally open magnetic blowout relay, provided with an operating coil R, and a switch arm 9*, for controlling the circuit of the track switch operating solenoid TR. One terminal of the coil R is connected-by wires 3 and 3 to trolley contactor 3, and the other coil terminal is connected to a normally open back contact 7 of relay T by wire 7*. The relay is also provided with two normally open front contacts 9 and.16.. The normally open front contact 9, being connected to the track switch operating solenoid TR by wire 9. The other normal open front contact 16 being connected to the operating coil V, of the vibrating time element relay, through wires 8 and 8. The con- 7 tact 9 controls a heavycurrent circuit, andfor this reason is enclosed within a magnetic blowout, the structure ofwhich is well known to those skilled in the art.

I also employ another relay of the same mtua'e previously described for controlling the operating circuit of the track switch operating solenoid TN. Both of the latter mentioned relays are equipped with a retarded release time element which may be brought about by various well known constructed principles. In regard to such devices as a copper or brass slug or sleeve about the core of the coil of the relay, as indicatedby c, c, or it may be brought about by the spacing of the annature with respect to the core,.or-a combination of these, or by a dash pot arrangement, et cetera.

The preliminary time element control consists ofthe normally energized vibrator relay as heretofore mentioned and 'a normally energized retarded release relay. The circuit is so arranged, that after the vibrating member oi the vibrator relay is brought to rest, it closes apair of contacts wherein the opersiting coil of the retarded release relay is de energized, The de-energization of the operating coil of the retarded release relay and the releasing of its armature governed the time element period of the vibrator relay. The re tardedxrelease relay is provided with an operqAi-l Tend a copper slug 0, c, of the same as employed on the magnetic blowout relays boproduce a time element release.

For a more detailed description of the mag- .relays controlling the circuits their respective track switch operating solenoids reference is made to Figs. 2 and 3.

The figures, as drawn, show the armature of the relayin a raised or energized position. This is not the normal position of the armature, but is so shown to indicate the operating position of the relay. W ith reference to Fig. 2, the letter R corresponds to the operating coil of the relay as heretofore described, and c, 0, represents the copper slug mentioned to produce the desired retardation. It is not necessary to dwell at any great length on the detail construction of this relay as the drawing well discloses its design and operating characteristics, however, each of the lettered or numbered parts will be explained. 9 and 9 represent the stationary pole faces of the relay. 9 is the movable armature of the relay which carries 9, which is a non-magnetic contact arm carrying the contact 9, operating, within the magnetic blowout 9B. 9 is the blowout operating coil and its operation is well known to those familiar with the design of heavy current relays. 9 represents the pole faces of the latter mentioned blowout coil. 9B is an arc chute or barrier, constructed of a suitableheat and dielectric insulating material; The numeral 9 indicates the stationary normally open frontcontact located within the magnetic blowout.

For a more detailed description of the vibrating reed time element relay, Figs. 4, 5 and 6 are referred to. The relay is shown in its (la-energized position to show how the flexible controlling contacts are affected when the vibratin'greed nears the end of its oscillating period. InjFigfl, the numeral 2 represents ingly afl'ected, and due to its characteristics, Ii

oscillates tor a predetermined time before it comes to a rest as shown. by the solid lines. The weightslV fastened on. the extreme end ofthevibrating reed V are employed to control. the-oscillating period of the vibrating reedv", when a small time is desired, the weights are removed and when a longer time periodis reqnired, additional weights are added; Located within the vibrating member ,.V- is arflex-i-blecontact that engages the adjustable eontact 1].. .'The adjustable contact '11 is carried in a suppm'ting bracket mounted and insulated on the upper pole face of the relay. Positionedradjacent this supporting bracket is an insulated front contact 8, and is engaged by the flexible contact mounted on the armature l9. Alengthy description of this relay is not made, as it is not a prime feature of this invmtion, but is disclosed so that those zfiaanilliar in relay construction and design, 1 '3';

will be assisted-in understanding thegene'ral operation ofIthe circuit disclosed and de-i scribed. 7 I

l/Vit-h reference to the system shown in Fig. 1, if the trolley wheel 4 engages the trolley contactor '3, the operating coil Vof -thevi-' lb'rator relay will be shunted and (lo-energized.-

V throughwire P, wire 13, wire 14:, armature 19 of the vibrator relay, front contact 8 of the ibrator relay,"through'wire 8 wire 8?,

Attcntion is calledvto the initial normally closed circuit of the operating coil V which is completed from the trolley conductor,

operating coil-V ofthe said'relay, wireil8,

resistor 3, resistor 6 tothe' ground2 7 As a positive potentialwas applied to one terminal *tactor 3-applied a like potential at the Other I of coil V through wire 8*, and the engagement of the trolley wheel. P with the trolleyconterminal of'the relay coil through wires 3, 3 and 18, the operating coil-Vbecame deenergized, and its armature 19 was released and brought out of contact engagement with its front contact 8, wherein the circuit of the operating-coil V was opened. Incident'to this operation the vibrating member. V was re-' v leased, and p'ermittedto osc illate, makingincontact 11.

termittent contact engagement with .itsback' Each'of the contact impulses made by the contact engagement ofthev'ibratinginemberV and the back contact-l1 tended to afiect the'operating coil T of theretarded release relay, but-since contact impulses were of a short duration, the armature ofthe retarded release relay'was not affected until the vibratingmember V came to -rest', -an d coil terminaliT became connectedto a positive source of energy through the 1 wire 111? when the vibrating member'v camenlto continuous contact engagement with *its back contact 11, tlie coil was shunted, and became r le-energized, wherein its armature v was re -1 leased and brought into contact engagement "withits normally open back contact "Kt-As;

soon as the armature T wasbrought-into 'contact engagement -with its ,backecontact -7, a

circuit was established to energize the "operatingcoll R of the magneticblowout relay controlling the reverse switch operating magnet solenoid TR. This circuit being completed from the trolley conductor 4, through wire 4 wire 13, armature-T back contact 7, wire 79, operating coillt'ofthe saidrelay, Wire 3,

wire 3?, resistor 3; resistor 6?, to the ground in a circuit being 2 It will be noted, however, that as soon as the trolley wheel 4* engaged the conta'ctor 3,

one coil terminal of the'op'erating coil R was connected to a positive "source of energy through wire 3 and since the other terminal I was connected to a positive source of energ 1 "through the wire 'Z-"-, asjust described, no op:

eration of the relay could beafiected until a disengagement of the trolley'wheele and trolley contactor 3 occurred. As soon as the; operating coil R- of the magnetic blowout re,

lay became energized, its armature, 9 was broughtinto'contact engagement with its normally open front contacts '9 andlfi. The

engagement with the front contact 9 resulted established to the reverse track switch operating solenoid TR, the circuit being completed from the trolley con v ductor 4:, through wire 4*, wire 12, armature 9*, front contact 9, wire 9, solenoid TB of track switch'operating meclianism, wire 2 to the ground'fl The establishment of this circuit resulted in the solenoid'TR becoming energized and aii'ecting an operation of the switch point to theireyerse or straight line pos tion. The contact engagement of the front contact 16 and the contact arm 9 re.

sultedin a circuit being established for the 'e'nergization ofthe operating coil V, ofthe :Vibrating time element relay. This circuit being completetromthe trolley conductor,

through wire lflwir'e '12, armature 9*, front contactlfi, wire 8 wire 8,wire 8 through the operating; coil V, wire 18, r'esistor"3, V 'resi'stort tothe} ground2 As soon-as the operating coil V became energized, itsa'rmat'ure 19"was raised into contact engagement with its front, contact'8i'which in turn' eszationfof the joperating coil as heretofore described. 'T'Incident to the raising of'the armatrirelQ, the vibratingfreed V was at" fected, and mechanically brought out of con-' tact engagement withits back contactll, removing'the shunt'that'was applied to the operating coil T of: the retarded releaserrelay.

tablished a circuit for: retaining the energi- Thereinoving of'thi's shunt permitted the operati'ng f coil T to become energized, wherein ii'ts armatiire'T was brought out of contact en- .gagement with'its backcontact'Za-nd opened the circuit of the operating coil R, of the magnetic blowout relayl -The operating of this circuitflpermitted the armature .9, to release after the predetermined time, governed r by the magnetic affectailorded by the copper slug 0, c, ;asflheretoforedescribed The releasing ofthe armature 9?, there-energization l of the operatingcoil T, and therestoring of the vibrating member V to its normal raised 1 position, resulted more relays controlling the r'eversed trackswitch operating solenoid being restored to normal, and the switch remaining in its reversed position.

point f As soon asthe trolley wheel 4 continued: its I course of traveland came into. c'ontact engagement with the trolley eontactor 5, the

operating coil N of the magnetic blowout tion. Attention is called to the possible adrelay controlling the normal switch operating solenoid became energized. this operation being completed from the trolley conductor 4, through the trolley wheel 4!, through trolley contactor 5, wire 5 oper ating coil N of the said relay, wire 6, resistor 6 tothe ground 23. The encrgization of the coil N, as just described, resulted in thearmature lo being raised into contact engagement with its respective front contacts 8 and 10. The contact engagement of the armature 10 and its front/contact 1O resulted in a circuit being established to the track switch solenoidTN controlling the open position of the i switch points.- This circuit being established from the trolley conductor 4. through wire l, armature 10, front contact 10, wire 10, soles noid TN, wire 2 to the ground 2 The energization of the solenoid TN resulted in the switch point being restored to its normal open position. An auxiliary contact 8'? is included on the relay for the purpose of insuring the operating coil V being energized and retaining its armature'in the raised position. Th s is very desirable as it is quite possible in this system that through an intermittent failure in the source ofpower, which is a frequent occurrence in railway systems, to permit the armature V to remain in a de-energlzed posiditionland location of the auxiliary restoring oontactorv 5 which is placed inadvance oi the derail operating system. The purpose of this contactor being to insure the derailbeing inan open position when the eariapproaches the derailswitch points. i

To sum up the operationgof the system,

,a car on the approach of the derail passes under thetrolley contactor 5 wherein a-con- "trol is afiected to insure the derail switch 'points being inran open position. Asa "car approachesandgoes underthe trolley con: tactor 3, it operates a control which, after a predetermined time, automatically effects on operation of a relay'system tonefiect an "operationof the derail switch points to the closed'or reverse position) Assoon as the car proceeds and passes under the trolley cons tactor 5 it operates a control for restoring the derailto its normal openpos'ition. i

There are,ofcourse, modifications and ar- 'rangements of parts which may be made from thoselshown in the above disclosure, and

V which still fall within the scope of my ini 1. In an automatic volition. ,v

I claim: 7 ra electrically operated derail system, the combination of an electrioally operated derailthrowing device, a relay control and controlling elements, co-oper- :ative means therewith that when one; of the controlling elements is engaged, a relay con- The circuit for memes trol will be affected to operate the derail to the closed position after a predetermined time interval. l

2. In an'automatic electrically operated derail system, the combination of an electrically operated derail throwing device, a relay control and controlling elements, cooperative means therewith that When one of the controlling elements is engaged, a relay control will be affected to operate the derail to-the closed position after a predetermined time interval, and only after disengagement of the said controlling elements.

.3. In an electric derail operating device, the combination with a track solenoid, trolley conductor and trolley contactor, of a norductor and track solenoid, a circuit closing meanstherein, of means controlled by contact ofia trolley with a trolley contactor for operating a normally energized time element device controlling means to permit the opera- 1 tion of the'circuit closing means after'a predetermined time interval and onlyupon disengagement of the trolley conductor and trolley contactor.

-5. In an electric derail operating, device,

mally open. circuit "connecting the trolley conductor andtrack solenoid, a circuit closmg means therein, of means controlled by contact "of the trolley :conductor with the trolleyCOn-tactor for operating an electrically'controlledtime element device, permitting the operation of the circuit closing means, for predetermined time, after a predetermined time interval,and only upon disengagement of thetrolley conductorand trolley c'ontactor. '6. Inan electric derail operating device, the combination with a track solenoid, trolley conductor and trolley contactor, of a normally open circuit connecting the trolley con- :du'ctor and track solenoid, a circuit closing means therein, of means controlled by the contact engagement of a traveling contact member of an electric car and the trolley contactor, for controlling a normally energized time element device that must function before the circuit closingmeans can affect an-operation of the derail vto the closed position.

7. an electric, derail operating device,

the combination with a track solenoid, trolley conductor and trolley contactor, of a northe combination with atraclr solenoid, trolley conductor and trolley icontactor, of a normally open circuit connecting thetrolley conductor and track solenoid, a circuit closing means therein, of means controlled by the contact engagement of the trolley conductor 1 and trolley contactor, for controlling the circuitoi anormallyenergized time elementdevice, permitting the operation of the circuit closing means for a predeterminedtime after a predetermined time interval, and only upon disengagement of thetrolley vconductor and trolley contactor, and' render the circuit oloslng means inoperative while engaged.

I 8. In an electric derail operating device, the combination with a track solenoid, trolley conductor and trolley contactor, of a normally open circuit connecting the trolley con-j ductor and track solenold, a circuit closing means therein, of means controlled by the contact engagement'of the trolley conductor and trolley contactor, for controlling the circuit of a normally energizedtimeelement device, permitting theoperation of the circuit closing means for apredete rmin'edtime aftera predetermined time interval, and only upon disengagement of the trolley conductor and trolley contactor, and means provided for restoring the said-time elementdevice to n0r-" mal.

9. in an electric derail operating device, the combination with atrack solenoid, trolley conductor and trolley-contactor, of anormally open circuit connecting the trolley conductor and track solenoid, a circuit closing means therein, of means controlled by the contact engagement of the trolley conductor and trolley contactor'i'orshunting the circuit v of a normally energized time element. device," permitting the operation of the circuit closing means after a predetermined time, and

only upon disengagement of the trolley conductor and trolley contactor, and means for retaining the saidtime element device in an operative state until the circuit closing means has operated. I 10. In an electric derail operating device,

the combination with a track solenoid, trolley conductor and trolley contactor, of a normally open circuit connecting the trolley conductor and track solenoid, a circuit closin meanstherein, of means controlled by the contact engagement of'the trolley conductor'and trolley contactor, for shuntingthe circuit of a normally energized time element device, permitting the operation of the circuit closing means after a predetermined time, and only upon disengagement of the trolley conductor and trolley contactor, and

means for retaining the saidtime element device de-energized until the circuit closing means has operated. I i p 11. In an electric derail operating'device,

the combination with a track solenoid, trolley conductor and trolley contactor, of a normally'open' circuit connecting-the trolley con? ductorand track solenoid, a circuit closing means therein, a trolley contactor control, means afiected bythe trolley contactor control,which, after a predetermined time ops erates to controlthe circuitclosing means af-. ter disengagement of the trolley conductor and trolley c ontactor. 1

12; In an electric derail operating device,

the combination itha track-solenoid, trolley conductor and trolley cont-actor, of a normal'-' ly open'circuit connecting the trolley conductor and track solenoid, a circuit closing means therein, a trolley contactor control,- means affected by the trolley contactor-control, which after a predeterminedtime, operatesto control the circuit closing means for a predetermined time, after. disengagement of the trolley conductor and trolley contactor. V 13. In an electric derail operatln devlce, the combination with a track solenol trolley conductor and trolley contactor, of a normally open circuit connecting the trolley conductor and track solenoid,,a circuit closing means therein, a trolley contactor control, means affected by the trolley contactor control, which after a predetermined time, operates to control the circuit closing means' for a predetermined time incident to the operation 1 of a plurality of solenoids,- and after disenates to control the circu t clos ng ,means fora predetermined time, after disehgag'emcntof;

the trolley conductor and trolley contactorf whereinthe relay system 1s restored toa norcondition.

contact engagement of the current collector and trolley contactor for control'hngthe c1rcuit of an electric time element device, that must function before the circuit closing,

means can voperate upon. disengagement of the current collector and'trolley contactor,

regardless of the position of the current coli 16. In. an. electrlc'derall operating device,

the combination witha track solenoid, trolley conductor and conta ctor, of a normally open circuit connecting the trolley conductor and track solenoid,a circuit closing means therew 7 15. In an electric, derail operating device, the combination with a tracksc'lenoid,'trolley. conductor and trolley contactor, of a normal- I Y 1y open circuit connecting the trolley con- 'ductor and track solenoid,ja'icircuit, closing means therein,acurrent collector to engage. *the trolley contactonof meanscontrolledby V in, of means'controlled by-contact engagementof thetrolley conductor and trolley contactor for controlling the circuit of a normally energized time element device, per

mitting the operation of a relay after a predetermined time to thereby control the c1rcuit closing means, only after disengagement of the trolley conductor and trolley contactor.

17. In an electricallyoperated derail, the combination with a track solenoid, trolley conductorand trolley contactor, of a normally open circuit connecting the trolley conductorand track solenoid, a circuit closing means therein, anormal'ly energized time element device cooperating therewith, a current collector to engage the trolley contactor, of means controlled by contact engagement of the current collector and trolley contactor, for controlling the circuit ofthe said normally ener'gized time element device, a shunt provided by the contact engagement of the current collector and trcd'ley contactor, prevent-L ing the operationof the relay controlling the circuit closing means until disengagement of the current collector and trolley contactor, whereln the circuit closing means operatrve and a'source of power is provided to restore the time elementdevice to, normal.

18; In an electric derailoperatin device, the combinationwith a track solenoid, trolley conductor and trolley contactor, of a normallyopen circuit connecting the trolley conductor and track solenoid,,a trolley contactor control, a time element relay affected by the trolley contactor control, said relay opera able after a predetermined time interval to control a second relay, to close the said normal' open circuit connecting the trolley cond'uctor and track solenoid.

19. In an electric derail operating device, the combination with a track solenoid, trolleyf conductor and trolley contactor, of a normally open circuit connecting the trolley conductor and traoksolenoid, a trolley contactor control, a time element relay affected by'the'trolley contactor control, said relay to be shunted after'a predetermined time interval to affect a second normally open retarded releasesrela'y, the latter to close the normal open circuit connecting the trolley conductor and track solenoid.

20. In an electric derail operating device,

the combination with a track solenoid, trolley conductor and trolley contactor, of a normally open circuit connecting the trolley conductor and track solenoid, a circuit closing means therein, a trolley contactor control, a time element relay arranged to be shunted by the said trolley contactor control,

mally open circuit connecting-the trolley conductor andtra'ck solenoid, a circuit'closing meanstherein, a normall energized time element' relay arranged to he controlled by the said trolley contactor, said relay to shunt, after a predetermined time interval, a second retarded release relay, the latter to closea circuit to operate the circuit closing means only upon disengagement of the trolley and trolley contactor; v p

22: I'n'an electric derail o crating device, the'combination with a tracE solenoid, trolleyeonductorand trolley contactor, of it normally open-circuit connecting the trolley conductor and track solenoid, a circuit closingmeans therein, anormally energizedtime element relay arr-angedto be controlled by the said trolley contactor, said relay to shunt after'a'predeterminedtime a second retarded release relay, the latter-"to close acircuit to operate the circuit closing means only upon disengagement of the trolley and trolley contacto'r, wherein a source ofpower is supplied to restore the relay system to, a normal operating condition.

In testimony whereof I aflix my signature.

PAUL H"; CRAGO.

said relay to affect after a predetermined time interval the said circuit closing means.

21.7In an electric derail operating device, the combination with a track solenoid, trolley conductor and trolley contactor, of a nor 

